Production of integral side bars and spring hangers by electric welding



July 31', 1928. 1578923 C. 5. SMITH PRODUCTION OF INTEGRAL SIDE BARS AND SPRING HANGERS BY ELECTRIC WELDING Filed Feb. 8, 1924 v IN VEN TOR. I -C/zar/c. fimath,

BY W Va (ilw, m

A TTORNEY.

Patented July 31, 1928.

UNITED STATES CHARLES S. SMITH, OF MILWAUKEE,

WISCONSIN, ASSIGNOR TO A. 0. SMITH COR- PORATION, OF MILWAUKEE, WISCONSIN, CORPORATION OF NEW YORK.

PRODUCTION OF INTEGRAL SIDE BARS AN D SPRING HANGERS BY ELECTRIC WELDING.

Application filed February a; 1924. Serial No. 691,337.

My invention relates to an improvement in integral side bars and spring hangers for automobile or other vehicle frames, it involving particularly the novel formation of certain of the elements entering into the construction of the said integral structure, whereby such elements are formed and produced in a manner which will permit high capacity production of the integral structures economically and expeditiously by the employment of an electric welding process.

The wholly new article produced by the practice of my invention is of superior construction, considered in its various aspects, andof improved appearance, as will berelated later on in this specification.

the invention will be pended claims.

In the drawing which accompanies this specification, and forms part thereof:

Figure 1 is a perspective View of one end of an integrally constituted side bar and spring hanger, constructed in accordance with my invention.

Fig. 2 is a like view showing the separate elements and clearly delineating their peculiar formation, by means of which latter features the elements may be converted into gle integral structure, as illustrated in is before indicated, my invention relates to a new integrally formed side bar and spring hanger for an automobile or other vehicle frame.

By way of introduction, it may be stated that in its substantial embodiment, the integral member comprises as one of its elements a pressed sheet steel side bar, drawn from a blank of suitable contour so as to pointed out in the apconstitute a channel member, the bottom ofwhich is formed by the vertically standing web of the side bar, and the sides by the marginal flanges, which extend laterally therefrom. The respective widths of the vertical web and the lateral flanges will be such as to endow these elemental features of the construction of the side bar with capacity for resisting forces tending to the deformation of the frame in which the side bars are incorporated, when the vehicleis heavily loaded or caused to encounter unfavorable road conditions while in operation. The end of the side bar is preferably cut square, so as to present an open channel at the end of the bar. The other element comprised in-the integral member will hereinafterbe described.

Two ofsuch side bars with their channels opposed, are connected in a permanent man- Ber by means of a, plural number of cross ars, acter. The extreme ends,of the cross bars are entered in the channels of the side bars, to which they are united to constitute an assembled frame of such rigid structure that preferably'of a torsion resisting charnotwithstanding the loads which may be 'imposed upon the body ported upon the frame, conditions which may be encountered by the of the vehicle supvehicle while the latter is in operation, the The features of novelty which reslde 1n frame will maintain and preserve its origi nal plane, and be substantially so free from deflection, as by weaving or twisting, that the negative eifects of all vibrations upon the frame andits superstructure are wholly neutralized.

In automobile construction, the relative weight of the heavier sprung mass, when compared with that of the lighter unsprung mass, is greatly disproportionate. For instance, in an automobile having a net weight of 3000pounds, the sprung mass, comprising, among other things, the frame, the body,

weight approximating 2250 pounds, while and the power plant, may have a or the adverse road the weight of the unsprung mass, comprising, among other things, the springs, axles and wheels, may have a weight approximating 750 pounds. The gross weight of the sprung massv may ,be increased by as much as 1000 pounds, in the case of pleasure vehicles, when occupied; but in other types of vehicles, such as trucks, the gross weight of the sprung mass may be very much greater. Connection of the sprung mass with the unsprung mass, is made through the spring hangers attached to the slde bars, such spring hangers being connected to the ends of the supporting springs, the latter being attached to the axles. Through the points of connection thus establlshed, the excessive weight of the sprung mass finds its sole support.

The manner in which such connection between the two masses is effected, so that the superior weight may be roperly supported, is therefore a matter 0 the utmost impor tance in automobile production. Herein-1 fore, in efiecting such connection, it hasbeen the practice to form the cast or forged spring hanger with a shank, or rearwardly extending tail piece, the length of which is approximately two-thirds of that of the spring hanger. The shank of the spring hanger, after being machined to correct its dimensions, is placed in the channel of the side bar, with the three sides of the open channel closely embracing the corresponding sides of the shank, and union of the parts is effected by a succession of riveting operations. A shoulder formed, by an expensive milling operation, at the transverse joining line of the shank of the spring hanger with the head thereof, abuts the end of the side bar, when the parts are assembled, preparatory to the connecting operations.

In such operations, a hole is drilled vertically through the flanges and the solid end of the shank contiguous to the for the reception of a king rivet of appreciable size. The depth of solid metal to be drilled for the accommodation of this rivet is determined by the over-all vertical dimensions of the end of the side bar through which the king rivet is passed. Usually, two holes are drilled through the web of the side bar and through the shank of the spring hanger, for the reception of a like number of laterally disposed rivets. Three separate drilling and riveting operations, six in all, are therefore necessary to be performed in effecting the union between the spring hanger-and the end of the side bar to which it is connected.

As before indicated, it is of the greatest importance that the connection between the side bar and the spring hanger be perfectly made, for the reason that the excessive weight carried upon such point of connection would contribute to disaster if the said connection be defective in any degree. Rigid inspection of the work is given, but notwithstanding the exercise of the greatest care in assembling the spring hanger in its relation to the side bar, it frequently happens that a-defective connection is found to exist upon such inspection. This condition necessitates the undoing of the work, as by cutting out the rivets, and the insertion of a new spring hanger by way of replacement. The corrective measures thus resorted to add greatly to the cost of production, and despite the employment of skilled workmen, it seems impossible to eliminate the numerous defective productions. Another objection inherent to the older construction is the tendency of the connecting rivets to work loose, and sometimes shear off, under the excessive strains and vibrations-to which the vehicle is subjected when operated under conditions which are more than ordinarily severe.

The situation hereinbefore adverted to has shoulder,

been the subject of much serious considera tion by me, in my studies and experimentation conducted with a view to devising some means for obviating and overcoming the objections and difliculties inseparable from the present practice of attaching the spring hangers to the side bars.

The present invention permits the attainment in a most perfect degree of the results so highly desired, and these are achieved in a much more expeditious and economical manner than has been possible heretofore, and at the same time the product of my improved method possesses marked advantages in the way of increased strength and improved appearance, as will be made clear later.

In carrying out my invention, I draw the channel side bar 10 as usual, preferably squaring the end so as to present a channe section 11, having a joining edge or line which lies in a plane transverse to the axis of the side bar. As to the second element of the integral member, instead of forging or casting the spring hanger 12, with the usual shank, I form the rear end of the hanger with an abutting face, preferably as a short channel section 13 having a cross sectional formation which is the same as to its gauge as that of the channel side bar with which it is brought into alignment. By forming the abutting channeled ends 11 and 13 of the two elements in the preferred man ner described, so that they will have the same material formation, and consequently the same exterior dimensions. so as to coincide when aligned, I am able to present an arrangement of the elements in which exactly similar thermal conditions can be produced. Hence, upon assembling the side bar 10 and the spring hanger 12 with their channeled meeting ends abutting and aligned as at 14, an electric welding current applied to the parts at their meeting line will be subject to the same resistance and as a consequence the abutting surfaces will be heated in exactly the same degree throughout, so that when a proper state of fusion of the metal of both elements in the region of such meeting line has been produced, the evenly fused surfaces are amalgamated and constituted into an integral structure.

The slight endwise pressure exerted during the welding operation upon the parts when fused in the proper degree, extrudes the fused metal laterally, so that a small but clearly perceptible. flash is created, which latter is co-extensive in length with that of the whole of the fully exposed welding line. The presence of such flash is important, inasmuch as it constitutes a means whereby the thoroughness of the weld may be readily ascertained and determined by. the merest casual inspection. Thus, the task of inspection is greatly simplified. Absence of the would be indicative of an imperfectly welded joint, while, as before stated, its existence throughout the welded line indicates a perfect result. As to the character of the weld, tests applied by me show that the structure is stronger in the perfectly welded region than is the metal formed.

The flash may be ground away so as to leave an entirely smooth surface, from which the welding line has entirely disappeared.

This smooth exterior presents a desirable feature, and contributes greatly to the improved appearance of the side bar, inasmuch as the unsightly, projecting rivet heads incidental to the former practice are eliminated, and a graceful structure is produced. Possible dangers lurking in the older constructions in the liability of the rivets to become loose, are therefore completely eliminated by my present invention.

The forward end of the spring hanger 12 may be branched as at 15 and 16, and bored as at 17, to accommodate the end of the spring and its connections to the hanger.

Aside from the production of the stronger integral side bar and spring hanger in accordance with the present invention, the manufacturing cost is reduced to a point materially below that involved in the production of the older structures of this class. The omission of the shanks from the several spring hangers in a frame, together with their associated rivets, reduces the weight of the automobile by several pounds.

Although I have illustrated my invention in its preferred form in which the most certain and reliable desired results are attained with ease, it is obviously within the scope of such invention to vary its form from that shown. For instance, simple butt welding at the joining line of the end of the channel side bar and a spring hanger formed with a blunt or shouldered rear end is possible and may be resorted to in practice.

Having thus described my invention, what I claim and desire to secure by Letters Patent of the United States, is:

1. In an. automobile frame, a channel side bar having an open end, and a spring hanger having forward y extending spaced parallel ears for receiving between them the eye-end of a vehicle spring, the said spring hanger being provided back of in which the joint is said ears with a transverse partition which serves to brace the ears in spaced relation, and bein formed at its end in the rear of said partitlon with a channel coinciding with the adjacent end of the side bar, rear wall extensions of the hanger aligned with and butt-welded to the ends of the walls of the channel side bar, the

said partition serving to close the space defined by the rear wall extensions of the hanger and the walls of the channel side bar in ali ment therewith, which 1s left open. I

2. In an automobile frame, a laterally opening channel side bar cut s uare at its open end, and a spring hanger aving forwardly extending spaced parallel ears for receiving between them the eye-end of a vehicle spring, the .S id spring hanger being provided back of the said ears with a transverse partition which serves to brace said ears in spaced relation, and being formed at its end in the rear of the said partition with a channel coinciding with the adjacent end of the side bar, rear wall extensions of the hanger being cut square and aligned with and butt-welded to the ends of the walls of the channel side bar, the said partition serving to close the space defined by the rear wall extensions of the hanger and the walls of the channel side bar in alignment therewith except one side which opens laterally.

3. In an automobile frame, a channel side bar having an open end, and a spring hanger butt-welded thereto, the said spring hanger being formed at its outer end with means permitting a spring connection therewith and at its inner end with a channel coinciding with that of the adjacent end of the side bar, the said spring hanger being provided intermediate its ends with a transverse partition which serves to brace the butt-welded meeting ends of the rear. channelformation of the spring hanger and the adjacent channel formation of the side bar in spaced relation, the said transverse partition serving also to close the space defined by the inner wall extensions of the hanger and the walls of the channel side bar in alignment therewith, except at one side which is left open.

In testimony whereof, I have si ed my name at Milwaukee, this 4th day of F ebruary, 1924.,

C. S. SMITH.

except one side 

